US2722049A

US2722049A - Engine manufacturing process

Info

Publication number: US2722049A
Application number: US321348A
Authority: US
Inventors: Joseph D Turlay
Original assignee: Motors Liquidation Co
Current assignee: Motors Liquidation Co
Priority date: 1952-11-19
Filing date: 1952-11-19
Publication date: 1955-11-01
Anticipated expiration: 1972-11-01

Description

Nov. 1, 1955 J. D. TURLAY 2,722,049

ENGINE MANUFACTURING PROCESS Filed NOV. 19, 1952 2 Sheets-Sheet l INVENTOR ATTORNEYS Nov. 1, 1955 J. D. TURLAY ENGINE MANUFACTURING PROCESS 2 Sheets-Sheet 2 Filed NOV. 19, 1952 INVENTOR ATTORNEYS United States Patent ENGINE MANUFACTURING PROCESS Joseph D. Turlay, Flint, Mich., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application November 19, 1952, Serial No. 321,348 Claims. (or. 29-428) This invention relates to internal combustion engines and to a process for manufacturingengines of this type and havingv different piston displacement.

It has been the practice heretofore when building internal combustion engines of different sizes and horsepower to build the engines either of non-identical parts or if certain identical parts are used then it is customary to disable the smaller engines so that full horsepower cannot be developed. This. is. generally done by employing; restrictions of one kind or another to impair the volumetric efliciency of the smaller engines. This reduces the power but it also impairs the efliciency by decreasing the compression ratio of the smaller engines and is thereforev objectionable.

It is proposed to construct engines: of different horsepower by changing the: displacement in engines, the principal parts of which are identical. It is: proposed to construct pistons and cylinders which differ principally in diameter and: form thereby changing, the displacementto produce engines of different. horsepower. It is proposed to use identical. crankshafts in such. engines; of different displacement and to compensate for the difference in weight of the pistons by employing flywheels and fan pulleys on opposite ends of the crankshafts, which are capable of compensating. for or counter-balancing: the unbalanced weight resultingfrom the different sizes of pistons employed; It is alsoproposed to use pistons; with differently formed ends to maintain the same: compression ratio in the engines of different displacement.

In the drawings;

Figure 1 represents afragment-ary' endelevational view of an engine of larger displacement and with parts thereof broken away and shown in cross" section internally of the engine.

Figure 2 is a fragmentary view of the] fan pulley employed on the front end' of the engine disclosed by Figure 1.

Figure 3 is an elevational view of a flywheel employed on the rear end of the crankshaft with which the engine disclosed by Figure 1 may be provided.

Figure 4 is a view of an engine of smaller displacement and showing parts of the engine structure in cross section.

Figure 5 is an elevational view of an engine flywheel which may be employed on the rear end of the crankshaft of the engine disclosed by Figure 4.

Figure 6 is a fragmentary view illustrating in longitudinal section parts of the crankshafts and the flywheels extending beyond the rear main bearings of the engines disclosed by Figures 1 and 4.

In Figures 1 and 4 V-type internal combustion engines 10 and 11 are constructed in such manner that the engine 10 is of greater displacement and horsepower than the engine 11. However, the engines 10 and 11 may have identical head assemblies 12, identical inlet manifold and carburetor assemblies 13, identical valve actuating mecha-.

except that the cylinders 19 and 21- may be. constructed of different diameters in similar or identical blocks 17 and 18-. The cylinders 19 may be made larger in diam.- eter than the cylinders 21 so that larger pistons 22 may be employed in the cylinders 19 and smaller pistons 23 maybe employed in the. cylinders 21. The cylinders 19 and 21 may be constructed in otherwise identical blocks 17 and 18 either by constructing the wall thickness; of the cylinders in the block 18: oversize or by constructing the. cylinders. of the same wall thickness but of different diameters. If the cylinders 21 in the. block, 18 are constructed of a wall thickness greater-than may be required;

for the diameter of the cylinders 21 then the cylinders. 19 in.- the block 17 simply may be bored to a larger diameter corresponding to the diameter of the cylinder 19'. The pistons 22 and 23 in. engines. 10. and 11 are: all. connected to identical. crankshafts 16 by identical connecting rods 24. The rear ends of the crankshafts 16 are, adapted to have flywheels 26 and 27 secured thereto. beyond therear main bearings of the engines. 10- and 11. The flywheels 26 and 27 are. identical in every respect except that the. flywheels 26 have openings 28 formed on one side thereof which cause the. flywheels 26 to be statically and dynamically unbalanced. Except for the openings 28 in the flywheels 26 the flywheels 26- and 27 are statically and dynamically balanced. The front ends of. the. crankshaft 16 of the engines 10v and 11 are adapted to. have. secured.

thereon fan drive pulleys indicated at 29 and 31.. The

drive; pulleys. 29 for the engines 10 are statically and. dynamically unbalanced due to the. formation of the pulleys. in. such manner as. to. provide unbalanced weights 32. on one side. thereof. The drive, pulleys 31 are. statically and dynamically balanced. The crankshafts16. are formed in such a way as to provide crank arms 33 which areadapted to be. opposed by counterweights; 34. The counterweights 34 are formed in such manner as to statically and dynamically balance the crank arms 33, the connecting rods 2.4 and the pistons. 23 for the engines of smaller dis,- placement 11. Since the flywheels 27 and the. fan pulleys 31 which are employed on the: ends. of the crankshafts for the engines 11 are also statically and dynamically balanced it will be apparent that the engines 11 will operate in balance when the crankshafts 16 are: rotated. by thev movement of the pistons 23.

Notwithstanding the fact that identical crankshafts 16 are employed in the engines 10 having pistons 22 that. are larger and heavier than the pistons 23' in the engines. 11 the engines 10 also will operate in balance when the crankshafts 16" are rotated. The imperfect balance of the crankshafts 16 with the heavier pistons 22 is compensated for by the statically and dynamically unbalanced flywheels 26 at the rear ends of the shafts 16 and the statically and dynamically unbalanced flywheel pulleys 29 at the front ends of the shafts 16. The flywheels 26 and the pulleys 29 are formed with unbalancing means 28 and 32 respectively which is formed and positioned at such angles with respect to the axis of rotation of the shafts 16 as to properly balance the shafts 16 and to compensate for the unbalance resulting from the employment of the shafts with the larger and heavier pistons 22. Since the pistons 22 and 23 in the cylinders 19 and 21 respectively are of different diameters it is nevertheless possible to have the same compression ratios in the engines 10 and engines 11. Such difference in the diameters of the pistons 22 and 23 may be compensated for by forming the outwardly projecting ends 36 on the pistons 22 in such manner as not to project into the combustion chambers 37 in the engines 10 as far as the outwardly projecting ends 38 on the pistons 23 project into the combustion chambers 39 of the engines 11. Such differences in the ends of the pistons 23 and 24 will provide the same com- Patented Nov; 1, 11955.

pression ratios in the engines and 11 without changing the cavities 41 in the heads of the engines 10 and 11.

By practicing the invention it is possible to build engines of larger displacement and smaller displacement without materially changing any of the parts of the engines other than the pistons employed in the cylinders of the engines and the flywheels and fan pulleys employed on the crankshaft of the engines.

I claim:

1. A process of manufacturing engines of different displacement which comprises constructing identical crankshafts for all of said engines, said crankshafts being statically and dynamically balanced for operation with said engines of smaller displacement, constructing flywheels and fan belt pulleys for operation on the rear and front ends of said crankshafts respectively, said flywheels and fan belt pulleys for said engines of smaller displacement being statically and dynamically balanced and said flywheels and fan belt pulleys for said engines of larger displacement being statically and dynamically unbalanced, and assembling said engines with said statically and dynamically balanced flywheels and pulleys on said engines of smaller displacement and with said statically and dynamically unbalanced flywheels and pulleys on said crankshafts for said engines of larger displacement.

2. A process of manufacturing engines of larger and smaller displacement and comprising constructing iden tical crankshafts for said engines of larger and smaller displacement, said crankshafts being statically and dynamically balanced for operation with said engines of smaller displacement, constructing different flywheels and fan belt pulleys for said engines, said flywheels and fan belt pulleys for said engines of smaller displacement being statically and dynamically balanced for operation on said crankshaft without affecting the static and dynamic balance of said crankshaft, said flywheels and pulleys for operation with said engines of larger displacement being statically and dynamically unbalanced and to the extent necessary to compensate for the static and dynamic unbalance of said crankshafts when said crankshafts are employed with said engines of larger displacement, and assembling said engines with said statically and dynamically balanced flywheels and pulleys on said engines of smaller displacement and with said statically and dynamically unbalanced flywheels and pulleys on said engines of larger displacement.

3. A process of manufacturing engines of different displacement which comprises constructing identical engine blocks except with respect to the diameters of the cylinders formed in said blocks, constructing certain of said cylinders with larger diameters for said larger displacement engines and certain of said cylinders with smaller diameters for said smaller displacement engines, constructing pistons of larger diameter for said cylinders of larger diameter and pistons of smaller diameter for said cylinders of smaller diameter, constructing identical crankshafts for all of said engines, said crankshafts being statically and dynamically balanced for operation in said engines of smaller displacement, constructing statically and dynamically balanced engine flywheels and fan pulleys for operation with the crankshafts of said engines of smaller displacement, constructing statically and dynamically unbalanced flywheels and fan pulleys for operation with said engines of larger displacement, assembling said engines of smaller displacement with said pistons of smaller diameters in said cylinders of smaller diameters and said statically and dynamically balanced flywheels and pulleys on the crankshafts of said engines of smaller displacement and assembling said engines of larger displacement with said pistons of larger diameters in said cylinders of larger diameters and said statically and dynamically unbalanced flywheels and pulleys on the crankshafts of said engines of larger displacement.

4. A process of manufacturing engines of different displacement which comprises constructing all of said engines by employing crankshafts of identical construction, constructing the engines of smaller displacement with statically and dynamically balanced crankshaft and piston and connecting rod assemblies, constructing the engines of larger displacement with statically and dynamically unbalanced crankshaft and piston and connecting rod assemblies, and balancing said assemblies of said engines of larger displacement by applying unbalanced counterweight means to the crankshafts of said engines of larger displacement.

5. A process of manufacturing engines of diflerent displacement which comprises constructing all of said engines by employing crankshafts of identical construction, constructing the engines of smaller displacement with statically and dynamically balanced crankshaft and piston and connecting rod assemblies, constructing the engines of larger displacement with statically and dynamically unbalanced crankshaft and piston and connecting rod assemblies, and balancing said assemblies of said engines of larger displacement by applying unbalanced counterweight means to the ends of the crankshafts of said engines of larger displacement which project beyond the end bearings for said crankshafts.

References Cited in the file of this patent UNITED STATES PATENTS 1,428,620 Wilber Sept. 12, 1922 1,783,664 McGovern Dec. 2, 1930 2,450,701 Wahlberg Oct. 5, 1948 2,632,340 Dolza Mar. 24, 1953